Registration on hold. New Crank Bearings

Saturday 30th January 2010

Today I put the Rego on hold for another year, will come up for renewal 23 Feb 2011

Also, through Paul I have bought a set of 3 crankshaft bearings,. yet to arrive, for NZ$244.21 + NZ$27.93 freight = NZ$272.13

Move bike out of Dave's shed

Well, Dave has gone and bought his own NSR250 now. I don't blame him at all. It was only $800. It had been in a light crash due to the engine seizing when riding home from getting it serviced. Seizure probably due to no water in the radiator!!

So I thought I had better pick up my bike to make way in Dave's shed for the new purchase.

I am STILL waiting to get the SP engine from Japan via OkShon. This is taking a long time and I just hope the engine is not stored in such as way as to cause corrosion or other similar damage.

When will I get the engine from Japan? I do not know. I just hope it is sooner rather than later, although I am not holding out much hope. The freighting side of OkShon seems completely crippled. They do not respond to emails very well.

Pick up some bits off paul

Today I put the rego on hold for another 6 months till 23rd of Feb 2010.

On Tuesday I went up to Auckland (to do some dyno runs with Wobblies Bike) and stayed the night at Pauls.
He gave me a box of NSR bits that included:
Carbies
Carby air jets
PGM II ignition box
Engine mounting bolts and spacer rubbers
[more detail to be added]

I also picked up some Castrol TTS and chain lube that we got for a bargain off TradeMe and went thirds in.

Two more parts required

Dave came across 2 more parts that we need.

1. The rubber mount to hold the front of the tank to the frame.

2. The mechanism/arm from the seat lock that holds the rear passenger seat in place, currently secured by gravity alone.

I emailed the original seller about these parts but he did not have them.

Apparently the Rubber tank mount is quite difficult to get.

Frame Lug Welded

The left hand lug at the front of the frame near the steering head was welded and re-tapped.

This lug is used to secure the top fairing bracket.

Dave tried drilling it but discovered an ezi-out had been broken off inside it.

So he drilled all around the ezi-out to get it out and then took it to a "guy up the road" to get it aluminium welded and retapped. The guy did an average job. The angle of the lug was square to the frame but is supposed to be square to the centreline of the bike. The lug is also a bit short. This is pretty obvious as you just need to look at the right hand lug and copy that. Ah well.

Cost $40. It will do. But it will need a spacer between the lug and the fairing suppport bracket.

Extra parts from original seller

Today I received by courier:

Side Stand
Airbox Top lid
RHS Switch block (Engine Kill Switch)
Choke actuator/bracket/cable.

These parts came from the guy that I bought the rolling chassis off.
Thanks Flint2 !

NSR250 SP MC18 R6k General Info

1989 NSR250R MC18 R5K & R6K. The face-lift MC18's went on sale in Japan in February 1989 and were immediately available in 3 colour schemes, the obligatory red & white and blue & white, but also a new black, red and silver-grey based on the colours of the successful SEED Racing team. These R5K models are easily identifiable by their high swept silencers, the stainless steel rear pipe from the expansion chambers to the silencers, and the sleeker windshield. They also had 4 large holes in the belly pan instead of the multi slotted panel like the earlier bikes.

The differences were more than cosmetic however... under the seat unit, away from prying eyes, the first of the "new generation" 3D PGM's was installed. This ignition unit was identical in appearance to the RS250's PGM-II but with a tamer ignition map for increased reliability and road orientated performance.

The R5K's were the first model to be fitted with a new 150 section Bridgestone rear tyre too, but still had no multi-way adjustable suspension, although a rear shock, c/w ride height adjuster, was available as an HRC TT-F3 option. No R5K SP's were released so there were still no dry clutch models, but the whole range benefited from an updated closer ratio gearbox. First gear remained the same, but the following 5 gears were closer. The R5K and R6K rear sprocket size was also increased from 41T to 42T, giving the stock bike more punch when accelerating, but the resulting final drive and closer ratios lowered the effective top speed a little, but as these bikes were speed limited anyway, it wasn't of prime concern.

The R6K models were the first true SP's. They sported the similar gold Magtek magnesium wheels as before, but now with the benchmark 150/60 series tyre, first seen on the R5K. This new SP also had adjustable suspension front and rear; spring preload and rebound dampening on the front, and spring preload, rebound, and compression dampening on the rear, and an all new dry clutch based on the RS250 race bikes.

Released to compete with Yamaha's new TZR250 Reverse Cylinder, Suzuki's first RGV250, and Kawasaki's KR1, it was (and still is) an extremely competent road and race bike capable of in excess of 70hp in full race trim! All R6K SP's were only produced in white and silver Terra Racing colours.

I raced an NSR250 in New Zealand in 1990 and can remember the 250cc production class required green number boards with white numbers. I assume this racing standard was an FIM standard that applied worldwide, and hence you see it on the pictures of the bike here.

NSR-World Forum and Website

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